NEW YORK — In just a few days, a walkout by thousands of dock workers could bring commerce to a near standstill at every major port from Boston to Houston, potentially delivering a big blow to retailers and manufacturers still struggling to find their footing in a weak economy.

More than 14,000 longshoremen are threatening to go on strike Sunday — a wide-ranging work stoppage that would immediately close cargo ports on the East Coast and the Gulf of Mexico to container ships.

The 15 ports involved in the labor dispute move more than 100 million tons of goods each year, or about 40 percent of the nation’s containerized cargo traffic. Losing them to a shutdown, even for a few days, could cost the economy billions of dollars.

“If the port shuts down, nothing moves in or out,” said Jonathan Gold, vice president of supply chain and customs policy at the National Retail Federation. And when the workers do return, “it’s going to take time to clear out that backlog, and we don’t know how long that it’s going to take.”

Shipments of such varied products as flat-screen TVs, sneakers and snow shovels would either sit idle at sea or get rerouted, at great time and expense. U.S. factories also rely on container ships for parts and raw materials, meaning supply lines for all sorts of products could be squeezed.

Joseph Ahlstrom, a professor at the State University of New York’s Maritime College and a former cargo ship captain, called container ships the “lifeblood of the country.”

“We don’t fly in a lot of products. It’s just too expensive,” Ahlstrom said. “The bulk of the products we import come in inside containers.”

The master contract between the International Longshoremen’s Association and the U.S. Maritime Alliance, a group representing shipping lines, terminal operators and port associations, expired in September. The two sides agreed to extend it once already, for 90 days, but they have so far balked at extending it again when it expires at 12:01 a.m. Sunday.

The union said its members would agree to an extension only if the Maritime Alliance dropped a proposal to freeze the royalties workers get for every container they unload. The Alliance has argued that the longshoremen, who it said earn an average $124,138 per year in wages and benefits, are compensated well enough already.

Federal mediators have been trying to push negotiations along, but there has been no word from either side on the progress of the talks since Dec. 24. As recently as Dec. 19, the president of the longshoremen, Harold Daggett, said the talks weren’t going well and that a strike was expected.

The work stoppage would not be absolute. Longshoremen would continue to handle military cargo, mail, passenger ships, non-containerized items like automobiles, and perishable commodities, like fresh food.

Yet the economic damage could still be severe.

“The global economy moves by water, and shutting down container ports along the East and Gulf coasts while the national economy remains fragile benefits no one,” Deborah Hadden, acting port director at Massport, the public agency that oversees shipping terminals in Boston. It is not a part of the contract dispute.

Florida Gov. Rick Scott said “the livelihood of thousands of Florida families lies in the balance.”

The White House weighed in, too, urging dockworkers and shipping companies Thursday to reach agreement “as quickly as possible” on a contract extension. Obama spokesman Matt Lehrich said the administration is monitoring the situation closely.

If it happens, the walkout could be the biggest national port disruption since 2002, when unionized dockworkers were locked out of 29 West Coast ports for 10 days because of a contract dispute.

The ports only reopened after President George W. Bush, invoking powers given to him by the 1947 Taft-Hartley Act, ordered an 80-day cooling-off period. Some economists estimated that each day of that lockout cost the U.S. economy $1 billion. It took months for the retail supply chain to fully recover.

Longshoremen at several Pacific Northwest grain terminals worked Thursday under contract terms they soundly rejected last weekend. The owners implemented the terms after declaring talks at an impasse. The International Longshore and Warehouse Union has yet to announce its next move.

Workplace rules, not salary and benefits, have been the obstacle to a new deal.

The dispute involves terminals in Portland, Ore., Vancouver, Wash., and Seattle, where longshoremen have been working without an agreement since the last contract expired Sept. 30.

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Frist of all,to the highly educated making the neg. comments you should understand what the word average means.Secondly anyone cant do this job,if that were the case it would have never grew strong enough to become union in the first place.How would you like to have an unskilled person make repairs or service anything your paying for?You would not,I think.! There are 3 different locals here in sav.ga. all of which do very different jobs,that are crucial to the shipping lines.One of which is to track the cargo on and off the ships,in and out the port.Another is to load and unload cargo safely and on time.And another is to make repairs to all of the shipping lines equipment,which the i.l.a.or the port does not own.If youve never been on a container vessel before or driven a jockey truck beating your back out every day for 10 or more a day,climbed up and down ladders on ships,or locked or unlocked containers up to 30ft high and thats not counting whats below.O!,by the way USMX want tell you thier the reason those unsafe recap tires you see all over the hi-ways is because of them.Putting thier money before the publics safety.I could on and on,but i want,most people by now know the old saying you cant judge the book by its cover.And to the about i.la. owning jocky trucks they dont and never have.Some say greedy but tell me this,how about JEALOUSY!!!!!!!????